Air lubrication system and vessel comprising such a system

ABSTRACT

A vessel ( 1 ) has at least three cavities that are distributed across the bottom in the length direction along a line extending from the center line near the bow, to a respective side. Furthermore, the vessel accommodates for each cavity or pair of cavities on opposite sides of the center line at a predetermined length position, a corresponding compressor for injecting air into the cavity at a pressure substantially corresponding to the hydrostatic pressure in each cavity. Each cavity ( 33 ) may include a deflector that has an elongate part ( 29, 34, 34 ′) extending in the length direction of the cavity over at least at least 5%, preferably at least 10% of the cavity length L. An air inlet opening ( 23 ) may be provided in the top wall ( 19 ).

FIELD OF THE INVENTION

The invention relates to a vessel comprising a hull having a centerline, opposing sides and a substantially flat bottom, the vessel havinga number of air lubricating systems, each system comprising sidewallsand a top wall defining a cavity with an opening situated in aninterface plane that is transversely to the sidewalls, substantially atthe level of the flat bottom, the opening having a front end and a rearend when seen in the length direction of the cavity, an air inlet spacedfrom the opening of the cavity, the cavity having a length, a distanceof the top wall from the interface plane (Hc) and a width (W), whereinthe ratio Lc/Hc is in the range of 7:1 to 13:1, the ratio W/H is in therange of 1.3:1 to 2.5:1 and the ratio Lc/W is in the range of 3.5 to 1to 7:1.

BACKGROUND OF THE INVENTION

Such a system and vessel are known from WO 2013/125951, filed in thename of the applicant. In this publication it is described thatefficient air lubrication of a flat bottom of a vessel is achieved byproviding a relatively small-sized open cavity and injecting air intothe cavity at about hydrostatic pressure, such that a substantially flatwater-air interface is formed at the height of the bottom. At thisinterface, air is mixed into the water due to the Kelvin Helmholtzmixing effect, and a stream of air bubbles escapes from the rear of thecavity. Such cavities were found to provide a stable and efficientmanner of providing a layer of bubbles along the bottom, reducingfrictional drag such that the energy gain as a result of reducedfriction during propulsion by far outweighs the extra energy requiredfor injecting air at hydrostatic pressures into the cavity.

In order to facilitate emptying of the cavity during start up, a numberof curved wave deflectors is described that extend transversely acrossthe cavity. The wave deflectors reduce turbulence inside the cavity andcause air to be retained inside the cavity for a longer period of timesuch that compressors of reduced capacity for less powerful airinjection during start up are required.

In WO 2013/125951 it has also been described that in addition to afrontmost cavity on the center line, two cavities may be situated oneach side of the center line at different length positions for obtainingan even distribution of air bubbles across the bottom.

WO 2010/058614 also discloses a vessel having multiple air cavities, twocavities on each side of the center line at different length positions

In U.S. Pat. No. 6,145,459 an air lubrication system is described inwhich air is injected along the hull at an angle towards the stern via aslit connected to a cavity containing compressed air on the insidesurface of the hull. A wire is placed upstream of the exit point of theslit in the hull to cause turbulence that breaks up the air volume henceforming small bubbles. The known system has as a disadvantage that airinjection requires relatively high pressures and is relativelyinefficient in view of the power required for lubrication versusreduction in frictional drag. Furthermore, the wire on the outside ofthe hull is relatively vulnerable, produces additional drag and may forma point of attachment for dirt, shellfish or seaweed.

JP 2002-2582 A describes an air cavity vessel having a cavity and havinga special upstream wedge projecting below bottom level for creating anunder pressure inside the cavity. Air is supplied to the cavity withoutthe need for a compressor in view of the created under pressure. Insidethe cavity, a lower front part results in an uneven and turbulentair-water interface causing mixing of water and air. Small-size bubbleshaving a relatively low internal pressure exit at the rear of thecavity, the bubble size decreasing due the water pressure when thebubbles travel along the bottom of the hull. The known lubricationsystem is relatively inefficient as it operates at non-controlledunder-pressures created inside the cavity, and fails to form a flatair-water interface that is level with the flat bottom, allowing mixingof air and water by the Kelvin Helmholtz effect along said wholeinterface and unrestricted exit from the cavity along the interface ontothe bottom in a well-defined and undisturbed boundary layer.

It is therefore an object of the present invention to provide animproved distribution of air along the bottom for increased lubrication.

Furthermore, the invention strives to provide improved control andsafety of the air lubrication system.

It is another object of the invention to provide an air lubricationsystem having improved airflow characteristics.

SUMMARY OF THE INVENTION

Hereto a system according to the invention is characterised in that oneach side of the center line of the vessel at least three cavities aredistributed across the bottom in the length direction along a lineextending from the center line near the bow, to a respective side.

With this “V-shaped” cavity distribution, an even blanket of air bubblescan be spread across the entire width of the bottom. The line alongwhich the cavities are situated may be straight or curved, or may becomprised of segments of different curvature. The inventors have foundthat utilizing a larger number of small sized cavities results in afavorable air bubble distribution generated at relatively low energyinput.

According to a further embodiment, the cavities may be arranged in sucha manner that the rear end of a cavity closest to the bow, is positionedfurther from the bow than the front end the adjacent cavity seen in thedirection towards the bow.

For a vessel with a sharp bow and an accordingly shaped flat bottom, thecavities are following the hull shape for an optimal distribution of airlubrication across the width of the bottom. The fanning-out distributionof cavities results in improved strength of the bottom compared to thecase in which the cavities are aligned in the length direction of thevessel.

For effective distribution of air bubbles across the hull, in the regionnear the bow, the two front most cavities may be situated at apredetermined distance from the center line, two additional cavitiescloser to the bow being situated at a smaller distance from the centerline. The central cavities, included inside the bounds of the V-shapeddistribution, provide additional air lubrication along the center lineof the vessel.

The cavities that are evenly spread in the transverse direction providea good distribution of air lubrication along the flat bottom. Theclosely spaced cavities near the center line are tailored to the spreadof the flow lines in the centre and were found to depend in position onthe stability of the water after the encounter with the front of thevessel. The inventors have surprisingly found the central location ofthe closely spaced cavities after extensive CFD analysis.

Wave deflectors may be employed according to the invention to stabilizethe flow inside the cavity. By providing a wave deflector inside thecavity with a relatively long dimension in the cavity length direction,the cavity can be filled with air effectively while the vessel issailing, e.g. at a speed of 20 knots. In operation, the deflectoreffectively shields the air-filled cavity from water entry due to wavesand roll motions of the vessel, the elongate deflector part keeping thewater surface inside the cavity stable during roll motions, such that astable operation of the cavity is warranted. Also in case the vesselsails without air inside the cavity, the elongate deflector partaccording to the invention results in an undisturbed water flow atreduced drag.

As used herein, the wording “substantially flat bottom” is intended tomean a bottom extending in a plane that may be at an angle of between+5° and −5° to the horizontal.

The deflector according to the invention may be formed by one or moreperforated plate members, or may be in the form of a lattice orframework structure. The deflector may comprise a number of deflectormembers, each having a horizontally oriented part, wherein a spacing inthe length direction of the cavity between adjacent elongate parts isbetween 1% and 10% of the cavity length L.

During operation, air can pass in a uniformly distributed manner betweenthe deflectors downwards to the Kelvin Helmholtz interface at the levelof the bottom of the hull. By leaving relatively narrow strips of openarea between adjacent deflectors, the deflector effectively shields thecavity from wave entry and from water entry during roll motions whileair can freely travel to the Kelvin Helmholtz interface.

The speeds and airflows at which an effective Kelvin Helmholtz effecttakes place are given in WO 2013/125951 on page 4 line 40-page 5 line 5,which are incorporated herein by reference. The bubbles formed by theair lubrication system according to the invention range in size from 0.5mm to 5 mm. At lower speeds, it appeard that the bubbles formed had asize within the higher end of the range and typically measured between 3mm and 5 mm in diameter. For higher speeds, the bubble size was found tobe at the lower end of the range and to be between 0.5 mm and about 3mm.

The vessels in which the cavities of the invention can be used may besmaller sized vessel for inland use, but are preferably oceangoingvessels, and may have a flat bottom with a length of at least 20 m up toa length of 500 m. The water displacement of the vessels suitable foruse with the air lubrication system according to the invention may be10.000 tons or more, preferably 50.000 ton or more and may compriselarge ocean going tankers, bulk carriers, container ships or other cargovessels, as well as ferries, cruise ships and other passenger ships.

The length of the cavity may between 2 m and 10 m, and the height of thecavity may be between 0.2 m and 1.5 m. The width of the cavity may rangebetween 40 cm and 2 m. It was found that the above dimensions of thecavities is sufficient to create a stable Kelvin Helmholtz Interfaceeffect for constant air bubble generation and flow of these bubbles intothe boundary layer along the bottom.

The size of the cavity determines both the volume of air required forthe generation of a stable layer of lubricating air bubbles, anddetermines the volume of air required for refilling the cavity aftercollapse and refilling with water. Hence, optimizing the cavity sizedetermines the overall effectiveness of the air lubrication system andthe efficiency of the total air supply and is decisive for overallenergy efficiency of the system. This energy efficiency results inreduced fuel usage of the vessel and provides a high economic benefit.

The cavity may be rectangular in shape, but is preferably dagger-shapedor bullet-shaped at its front part for improved stability of theair-water interface.

It was found that the dagger- and bullet-shaped cavities reduced thewave formation on the free water surface. In this manner, the air-filledcavity was found to show improved stability compared to a cavity havinga rectangular shape that will more quickly collapse.

The deflectors may comprise a horizontal section extending at least 10cm, preferably at least 15 cm in the length direction of the cavitysubstantially parallel to the interface plane, and a curved transversesection curving upward, extending at least 10 cm in the length directionand at least 5 cm, preferably at least 10 cm upward from the height ofthe horizontal deflector section, wherein a distance between theadjacent deflector members in the length direction of the cavity is nolarger than 1 m, preferably no larger than 30 cm, most preferably nolarger than 10 cm.

The upwardly curved parts of the wave deflectors deflect during sailingwhen the cavity is filled with air, upwardly directed waves in adownward direction. At least three deflector members may be provided inthe cavity, the horizontal deflector parts being situated in a deflectorplane substantially parallel to the interface plane. Preferably thedeflector plane is covering a substantial part of the cavity, such as atleast 25% of the surface area of the interface plane, preferably atleast 50%, more preferably at least 75%. In this way the cavity iseffectively shielded from wave entry and the stability of the air-filledcavity is improved.

In another embodiment, the deflector plane is situated at a distance ofat least 3 cm from the interface plane. By providing the deflector planerelatively close to the air-water interface, the upward movement of thisinterface, for instance during roll motion, is reduced and the stabilityof the air filled cavity is improved. Preferably, at a rear end of thecavity a rear cavity wall is sloping from the top wall to the interfaceplane when going in a rearward direction, at least one deflector elementbeing situated below the sloping rear cavity wall.

Preferably an air supply opening is placed in the top wall forconnection to a compressor outlet duct. The air that is injected intothe cavity via the top wall, divides itself evenly from the top acrossthe cavity and flows downwards along the deflectors to form a stableair-water interface. By providing the air inlet in the top wall of thecavity, the air flow at the front end remains relatively undisturbed andan optimal air-mixing Kelvin Helmholtz interface is formed. This isespecially advantageous in case a bullet- or dagger-shaped cavity isemployed.

For proper control of the airflow from each cavity, and with a view toproviding a redundant system in case of failure, an embodiment of avessel according to the invention comprises for each cavity or pair ofcavities on opposite sides of the center line at a predetermined lengthposition, a corresponding compressor for injecting air into the cavityat a pressure substantially corresponding to the hydrostatic pressure ineach cavity. By providing a compressor for each cavity or cavity pair,the air flow into each cavity can be effectively controlled by settingthe output of the compressor. This is far more energy-efficient thanproviding a single compressor and controlling the airflow to each cavityvia a respective valve. Also retrofitting an existing vessel with aircavities is facilitated by the use of an individual compressor for eachcavity instead of using a single bulky compressor. Finally, the use of aplurality of smaller sized compressors is favourable from a costperspective over the use of a single large compressor.

The vessel may comprise near its bow a support deck, situated below anupper deck level, the compressors being situated on the support deck.

The air inlet opening in the top wall of the cavity may comprise asection with a relatively wide diameter that gradually tapers into aduct section of smaller diameter. The diameter of the air inlet openingmay lie between 15 and 40 cm.

The widened air inlet was found to be effective for reducing the airspeed at the inlet resulting in an undisturbed Kelvin Helmholtzinterface and consequent optimal water-air mixing.

BRIEF DESCRIPTION OF THE DRAWINGS

Some embodiments of an air lubrication system according to the inventionand a vessel comprising such a system will, by way of non-limitingexample, be described in detail with reference to the accompanyingdrawings. In the drawings:

FIG. 1 shows a schematic side view of a vessel comprising an airlubrication system according to the invention,

FIG. 2 shows a perspective view of an air lubrication system accordingto the invention,

FIG. 3 shows a cross-sectional view of the system of FIG. 2,

FIG. 4 shows a schematic side view of a cavity with an elongatedeflector according to the invention,

FIGS. 5a-5c show different embodiments of a deflector according to theinvention,

FIG. 6 shows a partly cut-away view of a vessel comprising for eachcavity a respective compressor situated on a support deck near the bow,

FIG. 7 shows a number of cavities near the bow in a V-shapedconfiguration, and

FIG. 8 shows an embodiment of a bullet-shaped cavity with a roundedfront part.

DETAILED DESCRIPTION OF THE INVENTION

FIG. 1 shows a vessel 1 having a length Lv of between 20 m and 500 m,and a width between 5 m and 75 m. The vessel 1 may have a waterdisplacement of at least 10000 ton, preferably at least 50000 ton and isan ocean going vessel. The vessel 1 has a hull 4 with a bow 2, a stern3, sides 5 a substantially flat bottom 6 and a propeller 10. Airlubricating cavities 7,8 that are open in the plane of the bottom 6, aredistributed along the bottom 6 to generate a layer of bubbles 9travelling towards the stern 3, along the flat bottom 6. Compressors11,12 are connected to each cavity 7,8 for supplying air at thehydrostatic pressure inside each cavity at the prevailing draught levelof the vessel. The compressors 11,12 are with an air outlet duct 14connected to the cavities 7,8 and have an air inlet duct 13 for takingin ambient air. The compressors 11,12 are controlled by a controller 15,for regulating the air supply in dependence of the sailing speed, seastate and during starting and stopping.

The inventors have found out that the following key principles apply forproper design of the air lubrication system of FIG. 1:

FIG. 2 shows an air lubrication system 16 that is constructed as anintegral module forming a cavity 33 that can be fitted into the bottom 6of the hull 4 of a vessel 1. The system 16 comprises sidewalls 18, 18′and a top wall 19. The sidewalls 18,18′ are supported on a flange 17that can be welded into the flat bottom 6 of the vessel 1. The sidewalls18,18′ delimit an opening 20 that is substantially level with the flatbottom surface of the vessel, the opening 20 forming a smooth air-waterinterface plane in which air is mixed into the water due to the KelvinHelmholtz mixing effect. Air bubbles that are mixed with the water atthe interface plane leave the cavity along rear edge 21 to pass in asmooth transition from the cavity onto the bottom and to travelunrestricted along the flat bottom 6 in the direction of the stern 3. Aconcavely curved, downwardly sloping wall part 27 connects the top wall19 with the rear edge 21 to guide the air and water inside the cavity ina smooth flow pattern to the exit point situated along lower rear edge21.

The front end 22 of the cavity 33 is dagger-shaped and an air inlet 23is situated in the top wall 19. The air inlet 19 can be connected to oneof the air outlet ducts 14 of the compressors 11,12.

Inside the cavity 33, a number of curved wave deflectors 24,25, 26extends across the width W of the cavity and are connected to thesidewalls 18, 18′. The length Lc of the cavity 33 may be about 4 m, thewidth W being about 75 cm, and the height Hc being about 45 cm. Thesidewalls 18,18′ may have a thickness of 16 mm, whereas the flange 17and top wall 19 may have a thickness of 20 mm.

The inventors have discovered that the following key principles applyfor proper air lubrication system design:

The wave deflectors inside the cavity stabilize the water flow insidethe cavity. This is important for two reasons: Firstly the deflectorsenable filling the cavity with air during speed of the vessel. Secondly,the deflectors minimize resistance of the cavity while the system is off(without air input).

The wave deflectors are to be positioned above the interface plane ofthe cavity for obtaining an undisturbed flow of water pass the cavityduring speed of the vessel. When the cavity is full of air, thedeflectors are free of the water surface. They also help maintaining thesurface of the water stable during roll motions of the vessel.

The slope at the rear wall of the cavity helps smooth release of the airbubbles into the boundary layer of the vessel and is designed to help toinject the bubbles that are formed by Kelvin Helmholtz mixing into theimmediate vessel surface boundary layer, minimizing vertical dispersionand optimizing drag reduction.

The shape of the front of the cavity, i.e. wedge-shaped orbullet-shaped, controls water flow and minimizes wave instability at theair/water interface and improves consistent air mixing into the boundarylayer by the Kelvin Helmholtz effect.

The length of the cavity is to be chosen sufficient to create a stableKelvin Helmholtz air mixing effect for constant air bubble generationand flow of air bubbles into the boundary layer.

The relative positioning of the cavities under the hull is important tomaximize the air-lubricated surface area of the hull.

The size of the cavity determines both the volume of air required forstable air bubble generation and required for recovery of the cavityafter air pocket collapse. Optimizing the size of the cavity determinesthe overall lubrication effectiveness and the efficiency of the totalair generation.

As is clear from FIG. 3, the wave deflectors 24,24′;-26,26′ each have ahorizontal part 29 extending at a distance h1 of about 5 cm from theopen interface plane 30 in which the boundary layer between air insidethe cavity 16 and the water flowing along the flat bottom 6 is situated.The wave deflector horizontal part 29 has a length Lwh of about 20 cm,and the wave deflector curved part 31 having a length Lwc of about 20cm. The distance hu of the horizontal wave deflector parts 29 from thetop wall 19 is about 30 cm. The horizontal parts 29 of all wavedeflectors lie at substantially the same height in a deflector plane 32.The height hc of the curved deflector part is about 11 cm.

The distance g1 between adjacent wave deflectors 24, 24′ is about 5 cm.The projected surface area of the wave deflectors 24-26; on theinterface plane 30 covers at least 25%, preferably at least 50%, mostpreferably at least 75% of the surface area of the interface plane.

The air inlet 23 is provided with a relatively wide section 34connecting to a smaller diameter compressor outlet duct 35 which widesection reduces the air speed and provides a gradual inflow of air intothe cavity 3.

FIG. 4 shows a schematic rendering of an air lubrication system 16comprising a number of substantially horizontal deflector members 34,34′. The deflector members 34,34′ may be separate strips supportedacross the width of the cavity, or may be part of a unitary deflector 28of a type as schematically shown in FIGS. 5a -5 c.

In the embodiment of FIG. 5a , the deflector 28 comprises a plate-shapedbody with a number of slits 36,36′. The elongate deflector parts 34, 34′are part of a unitary plate-shaped deflector 28.

In the embodiment of FIG. 5b , the deflector 28 is in the form of aperforated plate. The holes 37,37′ define elongate deflector parts 34,34′.

In the embodiment of FIG. 5c , the deflector 28 is lattice or frameworkshaped, wherein the elongate deflector members 34, 34′ areinterconnected by transverse girders 35,35′.

As can be seen in FIG. 6, a number of compressors 11 is supported on acompressor supporting deck 40 near the bow 2 of the vessel 1. Othercompressors 12 are situated near the bow 2 at the level of upper deck41. One compressor 11,12 is provided for each cavity 7,8.

In FIG. 7 it is shown that a number of cavities 54,54′-59, 59′ isdistributed along lines running from the center line 50 to the sides 51,52 when going in a rearward direction. Two central cavities 53,53′ areprovided in proximity to the center line 50. The center line of thecavities 54-59′ is at a slight angle with respect to the centreline 50.For cavities 54,55,56 and 57 and 54′, 55′, 56′ and 57′ the front part 70is located closer to the bow 2 than the rear part 71 of the cavityahead. This ‘overlap’ provides an even distribution of air bubblesacross the flat bottom 6.

As can be seen in FIG. 8, the cavity 33 has at its front end 22 arounded head, such as to be bullet- shaped. It was found that both therounded bullet-shaped front end 22 as well as the dagger-shaped frontend result in the formation of a stable air-water interface inside thecavity 33 without wave formation along the interface plane.

The invention claimed is:
 1. A vessel (1) comprising a hull (4) having acenter line (50), opposing sides (51,52), a sharp bow (2) and anaccordingly shaped substantially flat bottom (6), the vessel having anumber of air lubricating systems (7,8), each air lubricating systemcomprising sidewalls (18,18′) and a top wall (19) defining a cavity (33)with an opening (20) situated in an interface plane (30) that istransversely to the sidewalls, substantially at the level of the flatbottom, the opening having a front end (22) and a rear end (21) whenseen in the length direction of the cavity, an air inlet (23) spacedfrom the opening of the cavity, the cavity having a length (Lc), adistance of the top wall (19) from the interface plane (30) (Hc) and awidth (W), wherein the ratio Lc/Hc is in the range of 7:1 to 13:1, theratio W/H is in the range of 1.3:1 to 2.5:1 and the ratio Lc/W is in therange of 3.5 to 1 to 7:1, wherein the length (Lc) of the cavity and ofthe interface plane is between 2 m and 10 m, the distance of the topwall (19) from the interface plane (30) being between 0.2 m and 1.5 m, awidth (W) of the cavity and of the interface plane being between 0.4 mand 2 m, and wherein on each side of the center line (50) of the vessel(1) at least three cavities (54,54′-59,59′) that include two firstcavities (54, 54′), two second cavities (55, 55′), and two thirdcavities (56, 56′) are distributed across the bottom in the lengthdirection along a line extending from the center line (50) near the bow(2), to a respective side (51,52) such that the at least three cavitiesare following the hull shape near the sharp bow with a center line at aslight angle with respect to the center line (50), a rear part of theforemost two first cavities (54,54′) being situated closer to the sharpbow (2), when seen along the center line (50) than a front part of thetwo third cavities (56, 56′).
 2. The vessel (1) according to claim 1,wherein the rear end (71) of the foremost two first cavities (54, 54′)being situated closer to the sharp bow (2) is positioned further fromthe sharp bow than the front end of the adjacent two second cavities(55, 55′) seen in the direction towards the stern (3).
 3. A vessel (1)comprising a hull (4) having a center line (50), opposing sides (51,52)and a substantially flat bottom (6), the vessel having a number of airlubricating systems (7,8), each system comprising sidewalls (18,18′) anda top wall (19) defining a cavity (33) with an opening (20) situated inan interface plane (30) that is transversely to the sidewalls,substantially at the level of the flat bottom, the opening having afront end (22) and a rear end (21) when seen in the length direction ofthe cavity, an air inlet (23) spaced from the opening of the cavity, thecavity having a length (Lc), a distance of the top wall (19) from theinterface plane (30) (Hc) and a width (W), wherein the ratio Lc/Hc is inthe range of 7:1 to 13:1, the ratio W/H is in the range of 1.3:1 to2.5:1 and the ratio Lc/W is in the range of 3.5 to 1 to 7:1, wherein oneach side of the center line (50) of the vessel (1) at least threecavities (54,54′-59,59′) are distributed across the bottom in the lengthdirection along a line extending from the center line (50) near the bow(2), to a respective side (51,52), and wherein in the region near thebow (2), the two front most cavities (54,54′) are situated at apredetermined distance from the center line (5), two additional cavities(53,53′) further towards the stern (3) being situated at a smallerdistance from the center line (50).
 4. A vessel (1) comprising a hull(4) having a center line (50), opposing sides (51,52) and asubstantially flat bottom (6), the vessel having a number of airlubricating systems (7,8), each system comprising sidewalls (18,18′) anda top wall (19) defining a cavity (33) with an opening (20) situated inan interface plane (30) that is transversely to the sidewalls,substantially at the level of the flat bottom, the opening having afront end (22) and a rear end (21) when seen in the length direction ofthe cavity, an air inlet (23) spaced from the opening of the cavity, thecavity having a length (Lc), a distance of the top wall (19) from theinterface plane (30) (Hc) and a width (W), wherein the ratio Lc/Hc is inthe range of 7:1 to 13:1, the ratio W/H is in the range of 1.3:1 to2.5:1 and the ratio Lc/W is in the range of 3.5 to 1 to 7:1, wherein oneach side of the center line (50) of the vessel (1) at least threecavities (54,54′-59,59′) are distributed across the bottom in the lengthdirection along a line extending from the center line (50) near the bow(2), to a respective side (51,52), and comprising for each cavity (7,8)a corresponding compressor (11,12) for injecting air into the cavity ata pressure substantially corresponding to the hydrostatic pressure ineach cavity.
 5. The vessel according to claim 1, accommodating for eachpair of cavities on opposite sides of the center line at a predeterminedlength position, a corresponding compressor (11,12) for injecting airinto the cavity pair at a pressure substantially corresponding to thehydrostatic pressure in each cavity.
 6. The vessel (1) according toclaim 1, wherein in the region near the bow (2), the foremost two firstcavities (54,54′) are situated at a predetermined distance from thecenter line (5), two additional cavities (53,53′) further towards thestern (3) being situated at a smaller distance from the center line(50).
 7. The vessel (1) according to claim 2, wherein in the region nearthe bow (2), the foremost two first cavities (54,54′) are situated at apredetermined distance from the center line (5), two additional cavities(53,53′) further towards the stern (3) being situated at a smallerdistance from the center line (50).
 8. The vessel (1) according to claim1, comprising for each cavity (7,8) a corresponding compressor (11,12)for injecting air into the cavity at a pressure substantiallycorresponding to the hydrostatic pressure in each cavity.
 9. The vessel(1) according to claim 2, comprising for each cavity (7,8) acorresponding compressor (11,12) for injecting air into the cavity at apressure substantially corresponding to the hydrostatic pressure in eachcavity.
 10. The vessel (1) according to claim 3, comprising for eachcavity (7,8) a corresponding compressor (11,12) for injecting air intothe cavity at a pressure substantially corresponding to the hydrostaticpressure in each cavity.
 11. The vessel according to claim 6,accommodating for each pair of cavities on opposite sides of the centerline at a predetermined length position, a corresponding compressor(11,12) for injecting air into the cavity pair at a pressuresubstantially corresponding to the hydrostatic pressure in each cavity.12. The vessel according to claim 2, accommodating for each pair ofcavities on opposite sides of the center line at a predetermined lengthposition, a corresponding compressor (11,12) for injecting air into thecavity pair at a pressure substantially corresponding to the hydrostaticpressure in each cavity.
 13. The vessel according to claim 3,accommodating for each pair of cavities on opposite sides of the centerline at a predetermined length position, a corresponding compressor(11,12) for injecting air into the cavity pair at a pressuresubstantially corresponding to the hydrostatic pressure in each cavity.